Derail



April 1, 1958 s. w. HAYES 2,829,246 v DERAIL Original Filed Sept. 20, 1949 e Sheets-Sheet 1 I 4271104012 74/ J1 M %Z%W 4 A til 1, 195s s. w. HAYES v. 2,829,246.

D ERAI L X ori ihai Filed Sept. 20. 1949 e Sheets-Sheet 2 April 1, 1958 s. w. HAYES 2,829,246

DERAIL Original Filed Sept. 20. 1949 6 Sheets-Sheet 5 war-w April 1, 1958 s. w. HAYES DERAIL e Sheets-Sheet 4 Original Filed Sept. 20, 1949 S. W. HAYES April I, 1958 DERAI'L Original Filed Sept. 20, 1949 6 Sheets-Sheet 5 QNN QM M iw wmi wwn N ww iw M s. w. HAYES 2,829,246

April 1, 1658 DERAIL.

Original Filed Sept. 20. 1949 6 Sheets-Sheet 6 N -WNU QWN QNN QQWN NNNN N QNN NNNN DERAIL Stanley W. Hayes, Richmond, Ind., assignor to Hayes Track Appliance Company, Richmond, lnd., a corporation of Indiana Continuation of applications Serial Nos. 116,818 and 116,819, September 20, 1949. This application August 10, 1953, Serial No. 373,409 7 19 Claims. (Cl. 246-163) 'The present invention relates generally to derails. and in particular to improvements in a derail shoe and in a derail block for use in a sliding type of derail.

The present application is a continuation of applications :Serial Nos. 116,818 and 116,819, both filed September 20, 1949, and now both abandoned.

A principal object of this invention is the provision of :a new and improved derail in which the thrust loads down-' ward and toward the rail, by the contact of a wheel with the derail shoe, are transmitted to the rail.

Another object of this invention is the provision, of a new and improved sliding type derail block wherein those parts which guide the block toward and away from open derail position are hardened to provide longer life for the derail.

Another object of this invention is to provide a new and improved derail, as well as the derail block and shoe,

of sturdy construction composed of a plurality of parts so constructed and arranged that they can be readily and accurately assembled and located for welding into a rigid assembly. I

Another object of the present invention is the provision of a new and improved derail wherein the arrangement of the guiding surfaces, pins and bearings is such that the force required to throw the derail to and from its open position is very substantially less than in the prior art derails.

A further object of this invention is to provide a new and improved sliding derail block wherein the holding down pins and thrust shafts or forward bearings are formed separately from the remainder of the block-and are specially hardened to resist wear.

Another object of the present invention is to provide a novel derail shoe and block of a composite welded construction. I

A further object of this invention is the provision of a new and improved derail block and derail shoe wherein the component parts are cut out from rolled steel plate and are welded together.

Another object of the invention is the provisionof a new and improved derail shoe of fabricated construc- I tion which can be made so that abrasion and wear is minimized and in which such parts can be readily made and assembled.

Another object of the invention is the provision of a new and improved derail shoe of either double or single ended construction which provides positive, definite, and gradual derailing.

A further object of the invention is the provision of a newand improved derail shoe and derail block assembly which is capable of being constructed and adapted for but the ends adjacent the rail A extend generally downuse in diverse circumstances and in diiferent types of and 18.

derails. A further object of the invention is to provide a derail having longer life, providing surer derailing, having little cutting or abrasion of either the derail or wheel, is easy to operate, and which is particularly adapted for modern usage'which requires detailing of the heavy stiff trucks 2,829,246 Patented Apr. 1, 1958 Fig. 1 is a top plan view of a sliding type of derail embodying the present invention, the derail being shown in open or derailing position and attached to a pair of adjacent ties;

Fig. 2 is a rear elevational view partially broken into section better to illustrate certain of theoperating parts;

Fig. 3 is a side elevational view illustrating the derail from its toe end, partially broken into section better to illustrate the rear hook bearing, showing the derail in open I position;

Fig. 4 is a side elevational view showing the derail in i an intermediateposition to illustrate the action'of the guiding elements;

' Fig. 5 is a side elevational view showing the derail in closed position;

Fig. 6 is a top plan view, partially broken into section,. showing the construction of the block, the derail sh'oe' being omitted so that a derail shoe seat defining construction of the forward end of the block can be seen more clearly;

Fig. 7 is a fragmentary cross sectional view taken on the p line 7-7 of Fig. 6 looking in the direction of the arrows and illustrating details of thrust transmitting structure;

. Fig. 8 is a fragmentary plan sectional view takensubstantially' along the line 8-8 of Fig. 3,-looking inthe direction of the arrows, and showing the "position of the thrust shaft relative to the side wall of the derail guide box;

Fig.9 is a plan view of the derail shoe of this invention as it appears prior to assembly with the derail block;

Fig. 10 is a. rear elevational view of the derail shoe 7 heel/ shown in Fig. 9;

Fig. 11 is .an elevational view of the derail from its end; and

Fig. 12 is a plan view similar to Fig. 9 but illustrating a accordance with v double ended derail shoe constructed in the present invention.

The derail, which is indicated as a whole by the ior- I erence character 10, is illustrated as being of the sliding type and includes two main parts, a derail block 12 and a derail guide box 14 upon and in which the block is slidably mounted. The present invention pertains particularly to the derail block and its association with the guide box. If desired, the guide box 14 may be constructed as shown and described in the application of Stanley W. Hayes,

Serial No. 540,244, filed June 14, 1944, issued as Patent No. 2,546,667, dated March 27, 1951.

The derail guide box 14 includes a pair of vertical side plates or walls 16 and 18. The shape of the'side walls may best be seen from Figs. 3, 4 and 5. I The main portions, except for the top edge, are generally rectangular wardly and rearwardly or inwardly away from the rail, and include a portion 20 of gradual inclination and tion 22 extending nearly vertically.

The sideplates or walls 16 and 18 are interconnected and braced across their forward ends by a front cross brace 24 formed with a reversedcurve and having an upper part 26 adapted to bear against the rail'web just,

beneath the rail head. The front cross brace 24 is preferably welded to the forward edges of the side walls 16 fining structure 28 which includes a curved top brace or bridging member 30, the downwardly projecting ends or which abut'a'gainst and aresecured, as by welding, to

the top edges of the vertical side plates 16 and 18, re-

spectively. The rear cross brace structure also includes a vertically disposed cross brace or plate 32 of generally trapezoidal shape and secured, as by welding, to the rear edges of the vertical side plates 16and 18 and to the rear edge of the top cross brace 30.

This structure of side plates 16 and 18, front cross brace 24 and rear cross'brace structure 28 defines a shell which is openat the top and at the'bottorn. This shell is supported on adjacent spaced apart ties B by tie flanges 34 and 36 which are secured to the outer faces of the side plates 16 and 18, respectively. The tie flanges are preferablyrectzinghlarin shape and are provided with apertures for the reception of conventional spikes 40. The tie flanges 34 and 36 "have widths preferably correspbnding to'the projecting. portions of the front cross brace 24 so that they may be secured to that brace- Additional rigidity is, supplied to the derail guide box by t middle'side braces 42 and 44. The middle side braces are generally triangular in shape and are preferably welded to the outer and upper surf-aces of the side plates andtie flangesfrespectivelyi It will be observed from Figs. 1 and 2 thatthe side extremities of the rear cross plate 32 extend .beyond the side plates 16 and 18 and are secured, to, the upper surfaces of the tie flanges 34 and 36.; Thus, the .shell of the guide box 14 is sufficiently" braced against wracking and is enabled to withstand all loads normally imposcd upon it during the derailing of a railroad car or vehicle.

Th3: side plates '16 and 18' extend below the upper surfaces ofthe ties B so asaccurately to locate the derailfj" 'ghe'. differences I in rail heights are accommodated byma 'iig thefd rail in different heights, but small dif-,

ferencescan be compensated for by welding plates on the undersideiiof the tie flanges 34 and 36 if the rail is too high or by extending plates out frornthe front of the guide boxun er the rail flanges if the rail is too low.

In Fig. lit will be noted that the rail A is mounted upon the conventional tie plates 46 which are notched at 48 a ttheir'iinner andadjacent corners--to provide space farthe ie flanges 34 and 36. Conventional spikes 50 hold the railA and tie plates 46 to the ties B. In Figs. 2, 3, 4 and; the tieplates as well as the securing spikes have'been omitted to simplify the illustration. It isi nmaterial for the purpose of operation of the derail' of invention whether the tie plates 46 are used or not, the size of the derail being determined solely by the height of the, rail head abovekthe tie.

The derail block supporting and guiding structures are secured tothe inner. sides of the side plates 16 and 18 and are formed in the rear cross brace 32. These struc-' tures include a pair of narrow generally arcuate holding down shelves 52 secured slightly to the rear of the center of the side plates, and a pair.of front seats 54 having somewhat triangularly shaped upper surfaces located adjacent the forward end of the side plates 16 and 18. Short supporting braees56 are secured to the side plates and to the undersides of the seats 54 at their forward ends. The holding down shelves 52 and the front seats 54 are preferably made of a hardened metal and welded to the inner faces of the side plates 16and 18.

The third guide element for the derail block 12 is a bearing 58 formed by cutting a generally L or hook shaped slot 60 in the rear cross brace plate 32. This bearing58 ,may also be flame hardened to withstand wears The sliding derail block 12 includes two portions, a derail shoe 621and a rear or guiding portion 64. .The derail shoe is of composite welded construction and is welded toth'erearor guiding, portion. It' includes a base plate 66 ;adapted'to'overlie or rest on the headof the rail when the derail is in open position, a deflecting bar 68 anda trailing pad. 70, and itwill be described in greater detail shortly in connection with Figs. 9 to 12. The rear or guiding por'tion'64 of the derail block 12,

shown in plan, includes a main body or cover plate 72 of substantially uniform thickness having a gentle curve throughout most of its length from its front adjacent the rail to near its rear to form an upper concave surface. It has a wide front end 74 terminating in an outwardly facing vertical edge 76 directed toward the rail and forming part of a derail shoe seat against which the rear edge of the derail shoe 62 is seated and to which it is welded. The rear or inner end 78 of the main plate 72 is narrow and projects out from under the rear cross brace structure 28. A generally trapezoidal central portion 80 connects the front and rear portions of the main body plate 72.

A pair of stiffening ribs 82 having a thickness substantially equal to the thickness of the plate 72 are welded to the underside of and extend the length of the plate 72, projecting forwardly or outwardly from the front edge thereof toward the rail A. At their opposite ends the ribs are formed with integral apertured lugs 84 by means of which the block 12 is connected to operating and target stands or the like. The ribs 82 are deeper at their front ends and project forwardly or outwardly beyond the front edge 76 of the main plate to a cross bar 86 to which the ribs 82 are secured. The cross bar 86 extends between and is welded to a pair of side ribs 88 which are secured to the underside of the main or cover plate 72 adjacent the sides of the front portion 74.

The side ribs 88 are, at their front ends, shaped similarly to the ribs 82 and project forwardly or outwardly of the main plate 72 toward the rail A. The outwardly projecting ends of the central stiffening ribs 82 and the side ribs 88 have flat upper edges 90 and 92, respectively, to provide with the surface 76 a seat for the base plate 66 of the derail shoe 62, the ribs being secured, as by welding, to the base plate 66. The front cross bar 86 which is canted so that its lower edge is positioned inwardly of its upper edge, is similarly secured to the derail shoe 62. The forwardly facing edges of the ribs 88 have generally vertical portions 89 which are adapted to engage the gauge side of the rail head when the derail is in open or derailing positions as will be explained hereinafter.

Adjacent their forward ends the lower edges of the side ribs 88 are notched as at 94 to provide generally semicircular seats for thrust shafts 96. Each thrust shaft 96 is a short flame hardened shaft about two inches in diameter. and projects sidewardly from the rib 88 and beyond the main or cover plate 72 to a point about ,6 inch from the adjacent side wall of the guide box 14 (Fig. 7). At its inner end the thrust shaft 96 is seated against the front cross bar 86 in. a notch 98 cut therein. The thrust shafts, preferably are welded to the ribs 88 and cross bar 86 which is canted so as to be aligned with main end thrust bearing areas 97 of the thrust shafts. The cross bar 86 transmits some of the forces acting upon the derail block to the shafts 96 and together with the latter form an aligned thrust bearing structure which is continuous and rigid and effective in operation.

The shafts 96 are cut away at 199 so that they will pass between theforward ends of the holding down shelves 52 and the rear or inner sloping surfaces of the front seats 54 as the block slides between its extreme positions.

Adjacenttheir rear or inner ends the side ribs 88 are apertured at 102 to receive short hardened holding down pins 104 which in the illustrated embodiment have a 1 /4" diameter. As seen in Figs. 1 and 8, the holding down pins 104 are spaced a substantial distance from the side walls 16 and 18 and should never touch them. Actually, as seen from Figs. 3 to 5, the holding down pins should not touch the guide box except when unusual stress is ap plied to the derail block, and then the pins contact the undersides of the shelves 52 to prevent the block 12from rising beyond its proper path or above its proper position. L The guiding of the derail block toward and from its open or derailing position is primarily accomplished by structure including the ribs. wardly and outwardly facing surfaces, e. g., the front edge I which form a definite seat for the derail shoe.

- the thrust shafts 96 riding on the frontseats 54 and by an angle section or longitudinally extending hookbearing member 106 sliding on the complementary shaped sufficient length so that it never rides off the bearing 58 even when the block 12 is in its extreme advanced and retracted positions. .If desired, it may be made of a hardened material.

Figs. 3 to 5 illustrate the manner in which the derail block 12 is moved to and from its open or derailing position. If it be assumed that the block is in its closed or inactive position (Fig. 5), then the rear of the block is supported by the angle 106 resting on the hook bearing 58. The main weight of the block is carried by the walls 16 and 18 of the guide box as the base 66 of the derail shoe 62 rests in shallow seats or recesses 108 formed in the upper edges of the side. plates. In this position it is not essential that the thrust shafts 96 contact the rear sloping surfaces of the front seats .54. v

The block is moved to derailing position by applying aforce on the lugs 84 acting toward therail A. The thrust shafts or bearings ride up the sloping rear or inner surfaces of the seats 54 and the angle 106 slides on the rear hook bearing 58, the movement being such that the forward end of the block is raised so that the derail shoe 62 is higher than the rail head (Fig. 4). Further movement ofthe block toward the rail slides the thrust shafts down the front surfaces of the seats 54 and drops the derail shoe on the top of the rail in open or derailing posi- ;tion. It will be observed from Fig. 3 that the forward 9 edges 89 of the ribs 88 now rest against the gauge side of the rail head.

The derail shoe 62, as indicated earlier, is adapted readily to be mounted on and secured to the seat formed for it by the main body plate and the forwardly extending These elements have up- 76 of the plate and thesurfaces 90 and 92 of the ribs,

The derail shoe overlies the rail head and preferably sits directly on it, whereby the shoe is definitely and accurately lo cated in this manner and by the forward edges 89 of the ribs. Also, the arrangement is such that, in open or derailing position, portions of thrusts occurring upon derailing are transmitted directly to the rail.

The derail shoe 62,, as also indicated earlier, includes the base plate 66 which is that part of the shoe seated in the derail shoe seat and welded to the derail block. As shown in Fig. 1, the derail shoe 62 and particularly the base plate 66 thereof is longer than the width of the guide box 14 or the guide block 64, and extends beyond the guide box at both sides thereof.

The shape of the base plate is best seen in Figs. 1, 9 and and it comprises a first portion 120 overlying the rail and adapted to lie on top of the rail head, and an integral rearwardly of inwardly extending portion 122 which overlies the seat defining upper surfaces 90 and 92 of the ribs 82 and 88 and is secured thereto. The rear edge of the portion 122 abuts against and is welded to the forwardly facing edge 76 of seat defining part of the cover plate 72. The derail shoe is thus adapted readily to be secured in proper definite and accurate relation in the derail block 64. It is furthermore apparent that different derail shoes may be applied to different derail blocks and that this aspect of the invention is not limited to sliding derails although shown in connection with such.

, At its toe end (lower end of Fig. 1 and right end of Figs. 9 and 19) the base plate is tapered at 124 on its upper side downwardly toward the rail A and is tapered at 126 inwardly toward the axis of the rail. A low toe pad 128 having downwardlytapered leading and trailing edges is welded to the upper, surface of thebase plate. The toe pad is preferably made of a harder material than the base plate and the toe end and upper. surface of the basegplate may 'be flame hardened to withstand wear. To-the'rear (that is, to the rail gauge side) of the toe pad the base plate is provided with structure into which the circumferential edge of the wheel flange is directed to assist the wheel in rising onto the upper surface of the base plate; as shown; this structure being a tapered wheel entering recess 130. 7

Adjacent the wheel flange entering recess 130 and extending diagonally across the top of the base plate from a point to the inside or rear of the portion 122 and toward the outside of the rail there is a deflecting element or bar 68. This bar is of substantially uniform height and has a generally vertically extending rear face and a downwardly and outwardly inclined wheel engaging face 134 which is preferably flame hardened so as to resist wear and provide a longer, useful life to the shoe. The flame hardening is readily effected as a diagonal cut is made in the bar to provide the deflecting face.

It will be observed from Figs. 9 and 10 that the deflecting bar 68 extends almost the entire length of the derail shoe and that wheel end is co-terminous with the wheel end of the shoe. The angle of deflection is relatively slight and gives a positive derailing action, thus preventing any abrupt movement of the wheels being derailed and also any tendency of the wheels to ride over or through an open derail without being removed from the rails. The downward and outward inclination of the deflectingface 134 is such that the included angle between it and the horizontal is about 52 /2 plus or minus a few degrees (see Fig. 5) and thus such that there will be but little tendency to abrade or cut either the wheel or the deflector during derail action.

Adjacent the heel end and on the outer edge thereof, the base plate 66 is cut downwardly and outwardly at 136 at an angle approximately equal to the angle of inclination of the deflecting surface 134 so that thetwo cooperate to drop the derail wheel off to the outside of the rail. It will be noted from Fig. 1 that the outer, lower edge of the inclined surface 136 is beyond the rail head and consequently at the end the wheel is derailed to the outsideof the rail, its opposite number has been pulled off the opposite rail to the inside. A positive derailing action is thus insured. i

At the entering or toe end of the shoe, the deflecting bar extends slightly to the rear of the base plate; .In order additionally to support it and give it additional stiffness to withstand strain, a short angle bar 138 has one end welded at 140 to the underside of the projecting portion of the deflecting bar 68 and the remainde'rofits length welded at 142 to the rear edge and theunders'ide of the projecting portion 122 of the base plate. v r

The deflecting bar 68 is additionally supported b means of 'a generally triangular block or trailing pad 70 which is welded to the rear face of the deflecting bar and also to the rear portion 122 of the base plate.

At the heel end of the derail shoe the upper edgeof the deflecting bar 68 is inclined downwardly at 144. A similar inclined surface 146 is formed on the trailing pad 70 so that should the open derail be struck by a wheel approaching toward the wheel end'of the derail shoe, the wheel will be taken over in the reverse direction without damage to the derail and without derailing the wheel. The inclined surface 143 on the toe end of the deflecting bar is for a similar purpose.

The derail shoe of this invention is of composite welded construction. However, in order more clearly to show the shape and form of the parts in the derail, the weld fillets have been omitted from the drawings. In. actual practice and when fabricating the derail shoe, fillets'of weld material will-fill the spaces now indicated by sharp corners, particularly that space betweenthe inclined deflecting bar face 134 and the base plate 66. .This .fillet indicated by the reference character 150 is shown in phantom line in Fig. 11. Similar fillets would. also appear .side of the rail.

. around the toe pad, 126 and between the trailing pad 70 .and the deflecting bar 68. The parts of this improved i i a railway car is approaching the open derail, the wheel tread strikes the base plate onthe inclined surface 124 and rides up the leading inclined surface of the toe pad 128. This upward movement of the wheel raises the wheel flange so that it easily entersthe tapered wheel entering portion 130 in the base plate without any undue it shock. or binding strain.

The wheel flange rides along the base plate and is engaged by the hardened inclined surface 134 ofthe. deflecting bar which, due to its relatively acute angle with the longitudinal axis of the rail, gradually deflects or directs. the wheel towards the out- As the wheel flange passes the, center of :the rail it approaches and finally enters the downwardly and outwardly inclined surface 126 and falls free of the derail shoe and rail to the outside thereof. During this movement the wheel .on the opposite track has been pulled from its rail and the car has been positively but not abruptly derailed from the track. This gradual but positive action of the derail shoe in derailing the car wheels insures a derailing action at any time that the derail is in open position and prevents the derail from faulty operation. due to the r possibility that it might not have been moved to the fully open position or had become slightly dislocated from its proper position through improper maintenance. Under these adverse conditions a prior art derail might permit the wheel to ride through or over the "derail and back ontothe track. Should a railway car accidentally approach the open derail from the heel end it would be taken over by the inclined surfaces 144 and 146 and the trailing pad 70. The derail shoes in Figs. .1 to 11 are of the right hand typepthat is, the derailing action is to the right of the track as. viewed from the toe or leading-end and of the derail; It will of course be readily appreciated that left handed derails will be made as the mirror image of the embodiment shown in the drawings.

7 In open position the derail block is positioned so that it has a part engaging the inside of the rail head and the derail shoe rests squarely on top of the rail head.

Accordingly, thrusts downward and toward the rail are taken by the rail, thus relieving the derail guide box and tween its thrust bearing surface 97 and the adjacent side of the. wall and to contact (that side wall. In absorbing the parallel thrust the front cross bar 86 plays an important function as it is. directly in line with the end bearing surfaces 97 of thethrust shafts 96 and is welded to the derail shoe 62 and theribs 82 and 88. However, a

single shaft element with hardened end portions could be utilized in place of the multiple element structure. Since the front end of the guide box is seated against the r web of the rail, any turning component of this parallel thrust is transmitted to the rail. 1

It is to be noted that the thickness of the stock from which the derail block components are made 'is of a generally uniform thickness so that in welding the assembly together no parts of heavy section will be welded to parts of thin section. The cover plate 72, the ribs 82 g and 88, thecross bar 86 and the angle section 106 are preferably cut from rolled steel which has advantages over castings in case of fabrication, strength and durabili ty. It is also easier to maintain closer control over dimensions.

A modified or double-ended shoe 160 is illustrated in Fig. 12. This double-ended derail shoe is constructed in the same manner as that shown in preceding figures except that when it is in open position, a railway car will be derailed regardless of the direction from which it approaches the derail. T o simplify the description of this modification similar reference characters will be used in describing this double-ended derail shoe with the suffixes L and R to designate corresponding parts from the single-ended form.

The double-ended derail shoe 160 has a base plate 66A provided with a main longitudinally extending portion 120A adapted to lie on the head of the rail and a rearwardly or inwardly extending portion 122A constructed to be welded to the upper surfaces 90 and 92 and the forwardly facing edge 76 of the ribs and 48 and the cover plate 72, respectively, in the same manner as was previously described with reference to the derail shoe 62.

At its leading or toe ends the derail shoe 160 is shaped similarly to the derail shoe 62 and is provided with toe pads 128R and 1281... It will be observed from a comparison of Fig. 9 and Fig. 12, which are drawn to the same scale, that the overall lengths of the two derail shoes are the same and some of the composite parts of the double-ended derail shoe are, therefore, somewhat smaller than the corresponding parts in the single-ended derail. This is particularly noticeable with respect to the relative sizes of the toe pads.

Another difference between the double-ended and single-ended shoes is the angles at which the deflecting bars 68R and 68L are arranged relative to the longitudinal axis of the rail. In the single-ended shoe, the acute angle between the deflecting element and the longitudinal axis is 12 8, while in the double-ended shoe this same angle is 25 28'. This difference is of course due to the desirability, if not absolute necessity, of maintaining the overall length of the derail shoe within reasonable bounds. The deflecting or derailing action in the double ended shoe is, therefore, somewhat more abrupt than in the singleended shoe. However, the action is positive due to the configuration of the deflecting bar and the contour or design of the toe ends. By using the toe pads 128R and 128L the tread of the wheel is raised suflicicntly so that the wheel flange positively enters the derail shoe through the concave portion 130R and 1301c without undue shock or binding strain.

The operation of a derail provided with a doubleended shoe is essentially the same as that of a single-ended shoe. There is of course no trailing pad .70 in the doublc-ended shoe since there is no necessity for taking over a wheel in the reverse direction through an open derail.

From the foregoing description of the new and improved derail shoe forming the subject matter of this invention, it will be seen that all of the objectives which were claimed for this shoe have been obtained. It will of course be apparent to those skilled in the art that certain modifications and departures may be made from the specific constructions shown without departing from the spirit of this invention which is to be limited only by the scope of the appended claims.

What is claimed as new and is desired to be secured by United States Letters Patent is:

l. A sliding type derail block. of composite welded construction adapted to be moved between inactive and derailing positions with respect to a rail comprising a main body plate, parallel generally longitudinally extending stiffening ribs secured to the underside of said body plate and projecting outwardly and toward the rail from the front edgejofsnid plate, the upper edges of the outwardly projectingportions of said ribs and that edge of said plate facing the rail forming a seat for a derail shoe,

a pair of sidewardly facing thrust bearing shafts carried by the outermost of said ribs, means connected to and bracing nected to said ribs at'the front ends thereof and being located below said shoe seat,.holding-down,pins projecting sidewardly from andsecured to the outermost of said ribs, and a longitudinally extending hook bearing secured to the upper surface of said plate.

2. A sliding type derail block adapted to be moved between inactive and detailing positions with respect to a rail comprising a main body plate having a concave upper surface, a pair of parallel generally longitudinally extending stiffening ribs secured to the underside of said body plate, a pair of auxiliary ribs secured to the underside of said body plate at either side of andparallel to said first pair of ribs, said ribs projecting outwardly and toward the rail from the front edge of said plate, the upper edges of the outwardly projecting portionsof said ribs and that edge of said plate directed toward the rail forming a seat for a derail shoe, a derail shoe secured in said seat, a pair of coaxial sidewardly facing thrust bearing shafts carried by said auxiliary ribs, means connected to' and bracing between said thrust bearing shafts, said means being positioned below said shoe seat and secured to said ribs and the underside of said derail shoe, holding-down pins projecting sidewardly from and secured to said auxiliary ribs, and a longitudinally extending angle bear ing member secured to the upper concave surface of said plate. a

3. In a derail having a derail guide box of the type including a pair of side walls and guiding means on the prising a main body member, stiffening members secured to the underside of said main body member, separately a pair of thrust bearing shafts, each shaft having a sidewardly directed end bearing face positioned closely adjacent one of said side walls and bracing means connected to said stiffening members and interconnecting said thrust shafts, whereby transverse thrusts on said block are at least in part transmitted through said bracing means, said stiifening members, and said thrust bearing shafts to the guide box.

' 4. A sliding type derail block adapted to be moved between inactive and derailing positions with respect to a rail comprising a main body member extendingsubstantially the length of the derail block, a pair of generally longitudinally extending stiffening ribs secured to the underside of said body member and extending the length thereof, a pair of auxiliary ribs secured to said body member at either side of said first pair of ribs, a sidewardly projectingthrust bearing shaft carried by each of said auxiliary ribs and arranged generally parallel to the rail,

and means bracing between and connected to said thrust bearing shafts, said bracing means being secured to the ends of said first named pair of ribs adjacent the rail and to said auxiliary ribs whereby loads applied to that end of the block adjacentthe rail have their transverse components transmitted by said bracing means to one of said thrust bearing shafts.

5. A sliding type derail block adapted to be moved b tween inactive and derailing positions with respect toarail comprising a main plate extending" substantially the length of the block and having a concave upper surface, a 'pair of parallel generally longitudinally extending stiffening H ribs secured to the underside of said body plate and extending the length thereof, a pair of auxiliary ribs secured to the undersideof said body plate at either side of and parallel to said first pair of ribs, said ribs projecting'outwardly and toward the rail from the front edge of said 'platewith said auxiliary ribs projecting slightly outwardly of said first named ribs, the upper edges of the forwardly projecting portions of said ribs and that edge of said plate directed toward the rail forming a seat for a derail shoe,

inner faces of said side walls, a slidable derail block com- 3 10 a derail shoesecured in said seat. and adapted when the block is in derailing position to lie on top of the rail head, a pair of coaxial sidewardly facing thrust bearing shafts carried by said auxiliary ribs, means connected to and bracing between said thrust bearing shafts, said means being secured tothe outer edges of said first named ribs,

the inner faces of said auxiliary ribs andthe underside of said derail shoe, and said outwardly projecting portions of said auxiliary ribs having edges adapted to engage the gauge side of the rail head properly to position said derail shoe in derailing position and to transmit forwardly di re cted load components to the rail.

6. A sliding type derail block adapted to be moved between inactive and derailing positions with respect to a rail comprising a main body plate extending substantially the length of the derail block, a pair of longitudinally exending stiifening ribs secured to the underside thereof,

said pair of ribs extending the length of said body plate and projecting outwardly thereof toward the rail, a second pair of ribs arranged at either side of and generally parallel to said first pair of ribs, said second pair of ribs being secured to the underside of said body plate and projecting outwardly thereof toward the rail, the upper faces of the projecting portions of said ribs and that edge of said body plate directed toward the rail forming a derail shoe seat, and sidewardly projecting thrust bearing .shafts carried by said second pair of ribs and arranged generally parallel to the rail.

7. A derail block comprising a plate having a front edge, a plurality of spaced apart parallel generally longitudinally extending stiffening ribs secured to the under side of said plate and projecting forwardlyfrorn the front edge of said plate, the forwardly projecting portions ,of said ribsjand the plate having outwardly facing edges constituting a seat, a derail shoe mounted in said and plate in the region of said edges, as by welding, thereby to providea'rigid structural assembly of said shoe, plate and ribs.

8. Aderail block comprising a plate having a front edge, block supporting and guiding structure secured to the under side of said plate and projecting forwardly from the underside of the front edge ofsaid plate, the forwardly projecting portion of said structure having an upwardly facing edge constituting a seat with the front edge of said body plate, a derail shoe mounted in said seat and abutting against the edges of said plate and structure, 'saidlshoe being secured to said structure and plate as by welding thereby to provide a rigid structural assembly of said shoe, plate and structure.

longitudinally spaced sets of guiding means of which each set is disposed at the underside of said plate and directed sidewardly for. cooperative action with the guiding means on the sidewalls of the guide box, one of said sets being located near the end of the plate adjacent the rail and said one set including continuous rigid thrust transmitting structure extending generally parallel to the rail and having a length substantially equal to the distance between the inner walls of the guide box, whereby transverse components of loads aretransmitted to the guide box.

I 10. In a derail as claimed in claim 9 wherein said one set of guiding means has its'end portions hardened.

1l.'In a derail as claimed in clai1n'9 wherein said derail blockhas a structurally separate and hardened longitudinally extending channel bearing member welded to the upper side of said plate.

12. In a derail as claimed in claim 9 wherein said spaced sets of guiding means are welded to ribs and the 11 ribsare welded, in turn, to the underside of said main body plate. 13. In a derail as claimed in claim 12 wherein said ribs have arcuate seats at the underside and said one set of guiding means is welded therein and wherein said ribs also have apertures in which the other set of guiding ing a flat upper surface constituting a trackway for a wheel, a, structurallyiseparate, wheel deflecting element welded to the upper :side of i said base structure, said element being located entirelyabove said two first mentioned portions of said base structure and having an in clined hardened wheel flange engaging and deflecting surface rising a substantial and generally uniform distance above the trackway defining surface, said flange engaging and deflecting surface extending generally diagonally outwardly from the front inside portion of said plate toward the rear and to the outside of the base structure, and said third portion of said plate being located adjacent the outer end of said deflecting element and having a portion that is inclined so as to constitute, in effect, a continuation of the inclined deflector surface, and means at the front end of said base structure to raise a moving wheel so that its flange rides on the upper surface of saidbase structure and engages said deflecting surface;

15. A derailing apparatus, including in combination, shoe defining base structure adapted to extend'over the top of a rail head in derailing position, said base structure including a structurally independent flat plate having a portion overlying the top of the rail, another portion projectinginwardly of the rail, and a third portion extending a slight distance outwardly beyond the'top of the rail, said portions being of generally uniform thickness and having a flat upper surface constituting a trackway for a wheel, ajsingle, structurally separate wheel deflecting element welded to the upper side of, said base structure, said element being located entirely above said two first mentioned portions of said base structure and having an inclined hardened wheel .flange engaging and deflecting surface rising a substantial and generally uniformdistance above the trackway defining surface, said flange engaging and; deflecting surface extending generally diagonally outwardly from the front inside portion of said plate toward and to the rear and to the outside of the base structure and said third portion of said plate having a portion at its rear end that, is inclined so as to constitute, in effect, a continuation of the inclined deflector surface, and means at the front end of said base structure to raise a movingwheel so that its flange rides on the upper surface of said base structure and engages said deflecting surface..

16. A derailing apparatus, including in combination, shoe defining base structure adapted to extend over the top of a rail head in derailing position, said base structure including a structurally independent flat plate hav ing a portion overlying the top ,of the rail, another portion projecting inwardly of the rail, and a third'and central portion extending a slight distance outwardly beyond the top of the rail, said portions being of generally uniform thickness and having a flat upper surface constituting a trackway for a wheel, a pair of divergent structurally separate wheel deflecting elements welded to the upperlside of said base structure with the apex adjacent said central portion, said elements being located entirely above said two first mentioned portions of said base structure and each having an inclined hardened wheel flange engaging and deflecting surface rising a substantial and generally uniform distance above the trackway defining surface, said flange engaging and deflecting surfaces extending generally diagonally outwardly from inside portions of said plate toward the outside of the base structure, and said third portion of said plate having a portion that is inclined so as to constitute, in effect, a continuation of the inclined deflector surfaces, and means at the front end of said base structure to raise a moving wheel so that its flange rides on the upper surface of said base structure and engages said deflecting surface.

17. A derail block comprising a plate having a vertically disposed front edge, block supporting and guiding structure secured to the undersidev of said plate and projecting forwardly from the front edge of said plate, the forwardly projecting portionof said structure having an upwardly facing horizontal edge constituting a seat with the front edge of said body plate, said upwardly facing edge being at the level of the top of a rail and said forwardly projecting portion abutting against the side of the rail head, and a derail shoe having a substantially flat plate-like portion mounted in said seat and abutting against the front edge of said plate and the upwardly facing edge of said structure and seating on top of said rail head, said shoe being secured to said structure and plate as by welding.

18. A derail block comprising a plate having a front edge, block supporting and guiding structure secured to the underside of said plate and projecting forwardly from the front edge of said plate, the forwardly projecting portion of said structure having an upwardly facing edge constituing a seat with the front edge of said body plate, said upwardly facing edge being at the level of the top of a rail and said forwardly projecting portion abutting against the side of the rail head, and a derail shoe mounted in said seat and abutting against the edges of said plate and structure and seating on top of said rail head, said shoe being secured to said structure and plate as by welding, and said supporting and guiding structure including a continuous rigid thrust transmitting structure extending generally parallel to the rail and located underneath said seat and including laterally projecting end portions.

19. A derail block comprising a plate having a front edge, block supporting and guiding structure secured to the underside of said plate and projecting forwardly from the front edge of said plate, the forwardly projecting portion of said structure having an upwardly facing edge constituting a seat with the front edge of said body plate, said upwardly facing edge being at the level of the top of a rail and said forwardly projecting portion abutting against the side of the rail head, and a derail shoe including a plate having a central inwardly extending portion mounted in said seat and abutting against the edges of said plate and structure and an elongated portion seating on top of said rail head, said shoe including also a deflecting bar extending diagonally over and secured to the central inner and elongated portions of the shoe plate, said shoe plate being secured to said structure and body plate as by welding and said supporting and guiding structure including thrust transmitting structure disposed underneath said seat.

References Cited in the file of this patent UNITED STATES PATENTS 1,449,179 Hayes Mar. 20, 1923 1,604,061 McFeely et al. Oct. 19, 1926 1,687,667 Helmes Oct. 16, 1928 2,114,950 Wilbur Apr. 19, 1938 2,178,201 Dake Oct. 31, 1939 2,458,903 France Jan. 11, 1949 

